Railway car



Jan. 1, 1929.

T. ELLIOTT RAILWAY cAR Filed Dec. 9. 1925 5 Sheets-Sheet W lder THOMAS ELLIO T,

T. ELLIOTT RAILWAY CAR Filed Dec. 9, 1925 5 Sheets-Sheet 2 3 73% I \2 ml --v---- 2.

$1 i 7\ a O R L r' Jan. 1, 1929.

1,696,942 T. ELLIOTT RAILWAY cm 5 Sheets-Sheet 4 Jan. 1, 1929.

w x\\\\\\ M flh/vvwor Thomas ELLIOTT,

(um-"w Filed Dec. 9, 1925 Fig.6.

Patented Jan. 1, 1929.

calves srAr s Pea-rem OFFICE.

THOMAS ELLIOTT, OF CINCINNATI, OHIO, ASSIGNOR. TO: THE CINCINNATI CAR 00.,

OF WINTON PLACE, OHIO,

A CORPORATION OF OHIO.

RAILWAY CAR.

Application filed December 9, 1925. Serial No. 74,324.

This invention relates to improvements in p structural frames for'use in building railtheapplication of Thomas Elliott, filed November 3, 1925, Serial No. 66,683, and as v signed to my present assignee, The Cincinnat-i Car Company.

A further feature of the present invention consistsin means mounted within the beam or member of the structural frame to actuate the window sash so as toopen and close it,

say in, warm weather, when usually the sash will be adjusted to a wide-open position unless dust or rain should make that undesirable, in which case by the mechanism here referred to, the sash can be adjusted to'lessen the extent ofthe opening; and in either case the sash by reason of suchmechanism. Wlll be held in any position to which it may be adjusted. Other features of this invention consist. of shaft operable from within the car and mounted in a cover plate that is fitted to the structural frame and on which eccentric is mounted an actuator in the nature of a pair of armswhich when the shaft is rotated will be caused by the eccentric to move the sash in one direction or the other and to hold. it

i there when the movement of the shaft is looking at the inner side of one wall of a car with my ventilating and sash-adjusting devices mounted therein;

Figure 2 is an enlarged detail view of a part of the structural frameand part of the "the application of Thomas Elliottreferred to above. In this present case these structursash with this combined ventilating and. adjusting mechanism shown on a larger scale;

Figure 3 is a longitudinal sectional view on the line 33 of Figure 2 showing the parts partly in section and partly in plan;

Figure 4 is a section on the line l4 of Figure 1; I

Figure 5 is a section on the line 5-5 of Fig- 1 ure 1;

Figure 6 is a sectional view taken on the line 66 of Figure 1;

Figure 7 is a longitudinal sectional view of the ventilating slide on an enlargedscale;

Figure 8 is a side elevation of such slide;

F1gure'9 1s a longitudinal sectional view through the bearing plate which forms apart of the ventilating and sashadjusting features; 7

Figure 10 is aside elevation of such plate. Referring to Figure 1, an interior view 0 looking toward one side of the car, it will be seen that thereis a succession of structural frames indicatedat 1. These frames extend from that part of the'car body which commences at the side sill and extends tothe belt rail, and they extend thence upward to the roofstructure or that part thereof which constitutes the panel where the letter-hoard is located. All of this is'set forth fully in al frames are provided with openings 2 in the outer wall of the lower member or bar and a general opening 3 in the inner wall. The

openings 2 are opened and closed by a sliding damper 4 in the nature of a plate'having a succession of openings 5 corresponding in size and position with the openings 2 in the structural frame. as clearly seen in Figure 3. This damper slide is fitted to rest onthe in terior of the lowerbar of the structural frame as seen at 6 in'Figure 4. It is held in place against the frame by coil springs 7 clearly shown in Fig. 3. These springs are mounted on bell crank push buttons 8 and hear at one end on the shoulder 9 and at the other end against a washer 10 which in turn is to be pressed against the cross pin 11 carriedby the sliding damper 4. In this way the damper is properly held against the wall'of the structural fame in any position to which it may be adjusted by pushing inward on one or the other of the push button surfaces 12 of the push button levers. For instance, when the ventilating damper is in the position shown in Figure 3 the springs are exerting a pressure against it in a direction to the right of the pivots of the bell crank levers, while if the damper is adjusted to the other extreme position these springs will be exerting their pressure in a line at the left of their pivots. Again, if the damper is adjusted, said half way across the ventilating openings 2, the springs will exert their pressure directly against the damper and by the friction thus created between the damper and the wall of the structural frame, will hold the damper in such position.

The numeral 13 refers to a plate secured as by screws 1 1 to the inner face of the structural frame. This plate has ventilating openings 15 so that whatever air is let in through the openings 2 in the structural frame and through the damper will enter the car. The plate 13 is formed with bosses 16 and 17 which are bored out to form a bearing for a shaft 18. This shaft has a crank 19 fitted over its inner end and held by screw 20 for the purpose of rotating the shaft. It carries at its inner end an eccentric 21 whose oflice is to operate a sash actuator composed of a band 22 mounted on the eccentric and of arms 23 having projections 24,. These projections are adapted to enter a rack 25 secured to the lower edge of a movable sash 26. See Figures 2 and 4. The rack has its teeth 27 faced off flat so that they will readily slide on the upper surface of the lower bar of the structural frame, as also clearly seen in Figures 2 and a. A strip of felt or other material 28 fills in the space between the inner face of the adjustable sash rail and the adjacent part of the structural frame; this filling also acting as a weather guard.

A duplicate movable sash 26, as viewed in Figure 1 for instance, is also mounted in the structural. frame. These sashes overlap each other where they come together behind the finishing strip 29, secured to the structural frame or other fixed part of the car as seen at 30 in Figure 1. From Figure 4 it will be seen that the sash 26 is outside of the sash 26, and fills in the space between the latter and the flange 31 of the structural frame.

Again, it will be seen that this sash-operating mechanism is provided for each sash, as 1 shown in Figure 1. As sash 26 is outside of sash 26, the actuator 22 for the outer sash is positioned as seen in Figure 5, to enter the rack bar for that sash.

It will be seen that if a passenger or the conductor should desire to open or close the sashes which are equipped with this operating mechanism, all that need be done is to turn the crank 19 to cause the eccentric 21 to throw one or the other of the arms 23 with its projection 2 1 into a notch of the rack 25. The throw of the eccentric will cause the arm to advance the sash the limit of the throw. tinues to revolve, will withdraw the actuator from one notch and in succession place it in the next notch, and so on until the sash is moved the desired distance. A; reverse rotation of the crank will cause the other arm of the actuator to similarly operate on the rack and return the sash to closed position.

It will be understood, of course, that the sashes in each structural frame which are to be operated to thus more or less open and close the window, are out of line laterally with each other so that when a sash is operated it will merely pass along and overlap the adjacent sash.

Thus it will be understood that I have provided a practical means by which limited quantities of the outer air may be admitted into the car for purposes of ventilation, and by which also a flood of outer air may be admitted, as when the weather is warm. Again, the ventilating damper may be opened without moving the sash, or the sash may be adjusted to partially open the window without utilizing the damper, or the damper may be opened more or less and the sash itself be also adjusted as may be desired, so as to let in the outer air both through the ventilating arrangement and through the window opening at the same time, as in very hot weather.

It will be understood that I desire to comprehend within my invention such modifications as may be necessary to adapt it to varying conditions and uses.

The ventilating mechanism per se herein described is reserved for protection by means of a divisional application carved out of the present application, filed August 5, 1926, and bearing Serial No. 127,451.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is

1. The combination with a car structural frame and a slidable sash, of means to adjust the sash to different positions, and actuating means therefor, the said actuating means comprising an eccentric, a member carried by each arm of the eccentric and adapted to engage the adjusting'means, only one of the said members being in contact with the adjusting means at a given time, and means for operating the eccentric.

2. The combination with a car structural frame and a slidable sash, of a rack bar as sociated therewith, actuators adaptedto engage the rack bar to adjust the sash to different positions, and means for operating the actuators, the said means comprising a twoarmed eccentric carrying the said actuators, only one of which actuators engages the rack bar at a given time.

The eccentric as the crank con- 3. The combination with a car structural frame and a slidable sash mounted therein, of a rack bar secured thereto, and a mechanism for sliding the sash, the said mechanism comprising a shaft, a two-armed eccentric, projections mounted on the arm of the eccentric and adapted to engage the notches of the said rack bar, one of the said arms being adapted to move the sash to open position, whereas the other arm is adapted to close the 1 said sash, only one of the said arms being in operativeengagement with the rack bar at a given time, and a handle for operating the shaft.

In testimony whereof, I afiix my signature.

THOMAS ELLIOTT. 

